Electric light and power system



Sept. l, 1942. W- 5- H- HAMILTQN Re. 22,168

ELECTRIC LIGHT AND POWER SYSTEM Original Filed Dec. 10, 1937 6ASheets-Sheet 1 INVENTUR. wz/,4M s. m4/,4 M/z ra/v,

Sept. l, 1942. W- s- H HAMll-TQN Re. 22,168

ELECTRIC LIGHT AND POWER SYSTEM drignal Filed Dec. 10, 1937 6Sheetsh-Sheetf ILE- POWER c ONI'ROL SPV/f C CONT/90d VES T PL INVENroR.W/l/AM 6. /A MM 70N,

` Arron/vs r Sept 1, 1942, w. s. H. HAMILToN ELECTRIC LIGHT AND POWERSYSTEM driginal Filed Dec. 1o, 1937 6 Sheets-Sheet 3 TCL I PLUG ANP 1N VEN TOR.

W//l/M 5. H. HAM/Z /V/ @zw/XM Sept. l, 1942. W. S. H HAMILTON A Re.22,168

ELECTRIC LIGHT AND POWER SYSTEM original Filed nec. 1o. 19s? 6Sheets-Sheet 4 LRE so v 44o M a@ ACZ cpy

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PHASE C CONTROL S Wl TCH C2 CI INVENTOR. W/z/A/V s. HAMM 70/14 ATTORNEYSept. 1, 1942. w. s. H. HAMILToN Re. 22,168

ELECTRIC LIGHT AND POWER SYSTEM original Filed nec. 1o. 1937 5Sheets-Sheet 5 El ET- '5 nav nov nv 30V TLC CSI- C2 C2 Cl 5' INVENTOR.

@im /fBCg/MAMNY Sept. l, 1942. w. s. H. HAMILTON Re. 22,168

ELECTRIC LIGHT AND POWER SYSTEM original Filed Dec. 10. 1937 6Sheets-Sheet 6 g s k l I I l Y* Qt. Q

O bo Smc INVENTOR. 0N,

m #www Reissued Sept. 1, 1942 ELECTRIC LIGHT AND POWER SYSTEM William S.H. Hamilton signor to The New Yor Larchmont, N. Y., ask Central RailroadCompany, a corporation of New York briginal No. 2,153,247, dated April4, 1939, Serial No. 179,209, December 10, 1937. Application for reissueDecember 18, 1941, Serial No. 423,551

23 Claims.

This invention relates to electric light and power systems for railwaytrains, and particularly to means for generating and supplyingelectricity for electric lighting and power purposes on the locomotivesand cars of passenger trains. The invention is directed particularly tosupplying current of varied and required voltages for the lighting ofthe train, for charging storage batteries, and for furnishing power tooperate fans, air conditioning compressors and other power drivenappliances used as parts of equipment on locomotives and cars of railwaypassenger trains.

One object of the invention is to supply any number of cars with currentfrom one car which can be located at any point in the train.

A further object of the invention is to provide a simple, reliable andeilicient system of this character whereby a desired number of high andlow voltages may be secured and properly apportioned to lights andoperating appliances, and whereby regulation and control of the currentsupply and operation of appliances is automatically ellected.

A still further object of the invention is to provide means whereby thesystem may also be manually controlled according to servicerequirements.

A still further object of the invention is to provide a novel operationof transformers for obtaining diilerent current voltages for operationof working sets or devices.

A still further object of the invention is to provide means forsuccessively energizing the supply lines throughout the train forproperly starting into action and keeping in action working parts whilekeeping the contacts of couplers at the head and rear ends of the traininactive while all others are kept active.

A still further object of the invention is to provide means for adesired sequential and preferential operation of air conditioningcompressors.

A still further object of the invention is to generally simplify andimprove and increase the efficiency of light and power systems of thischaracter and to provide a system which is not subject to derangement orfailure.

With these and other objects in View, which will appear in the course ofthe subjoined description, the invention consists in the novelconstruction, combination and arrangement of parts hereinafter fullydescribed and claimed and eX- emplicatively illustrated in theaccompanying drawings, in which:

Fig. 1 is a diagrammatic plan view showing an arrangement of coupledcars embodying the invention.

Fig. 2 is a fragmentary end elevation of one of the cars.

Figs. 3 and 3a are schematic diagrammatic views showing conjointly theparts used on the power car which may, for example, be the baggage carof a train.

Figs. 4 and 5 are diagrams of the circuits in their proper followingorder used on the rst and second passenger carrying cars, the circuitused on a third or succeeding passenger car being similar to that usedon the first passenger car, so that with this understanding a showing ofthird or succeeding passenger cars thereof is unnecessary.

Fig. 6 is a diagram showing more particularly how the contacts areconnected to thel control lines so that in any combination of cars orend positions of cars relative to each other the couplers Will becoupled for proper connection of the train lines and coacting operatingparts.

In these drawings the cars are shown with circuits de-energized and withcommutating switches S2 in 440V position, and therein the interlocks,contacts and operating coils of the same devices are designated by thesame reference characters.

The system illustrated consists of a power car PC and three passengercarrying cars which may be either coaches, diners or sleepers, or otherpassenger or baggage cars, designated PC-l, PC-Z, PC-S, together withappropriate power bus lines A, B and C, running throughout the train.

On the power car are two generators G with exciters E each of which maybe driven by a Diesel engine. These generate power at 440 volts, 3phase, which is supplied to the bus lines A, B and C. Voltage regulatorsVR operate n connection with the exciters to maintain a generatorvoltage of predetermined value.

In addition two coupler sockets CS are provided on the power car `toreceive power from an outside source at 440 volts, 3 phase, in case thegenerators are shut down.

The 440 volt, 3 phase power is distributed through the cars by means ofthe three bus lines A, B and C. The couplers T-L-C between cars are of asuitable tight-lock type with automatic slack or lost motion betweencars except the usual draft movement and with which are combined trainline connections which automatically make all steam, air and electricconnections upon impact of coupling and break the connections up- .2 onuncoupling. In order to allow the cars to be assembled in any possiblecombination and end to end position, the coupler contact plugs C-P arein duplicate at each end as shown.

In addition to the 440 volt bus lines, two battery bus lines are shownmarked B-land B-. These are of relatively heavy capacity and run throughthe train.

In addition to the aforesaid lines there are also control linesdesignated I to S, inclusive. These control lines have cutout switches Sin them near the coupler contact plugs CP which are connected to thecoupler mechanism in such a way that before a car can be uncoupled theswitches S' at that particular coupler position have to be opened, andhence the wires are dead when the coupler is uncoupled.

Cutout switches are not provided in the 3 phase, 440 volt bus lines northe battery bus lines, but the same result is accomplished in anothermanner, as hereinafter explained.

On the power car is provided a single phase transformer T' and on eachcar except the power car are provided three single phase transformersT-I, T-2 and T-3 which serve the dual purpose of providing 30 volts forA. C. lighting and also, by means of a tap at the mid-points of theirprimaries, supply 220 volt, 3 phase power for operation of the motorgenerator sets MG. The 30 volt socondaries of the lighting transformersare connected to the relays designated as LR-I, CR2 and LR--3 whichcontrol the power to the lights, it being the intention to supply allthe lights from A. C. power when available and to supply the greaterportion of the lights from D. C. from the battery on each car when A. C.power is not available. The relationship between the number of lightsused on A. C. and on A. C./D. C. will depend on the uses to which thecar is put, and the importance of preserving full lighting at all times.The arrangement and uses of the A. C. and D. C. lights are hereinafterspecified.

Transformers T-l. T-Z and T-3 have the further function of supplying 44Dvolts to the bus line on that individual car whenever power is beingsupplied from the 220 volt source. This energizes transformers T-4, T-5and T--6 at their normal voltage.

On each car except the power car there are also shown transformers'1L-4, T-5 and T-B which have 110 volt secondaries for the purpose ofsupplying A. C. power at a standard voltage of 110 to portable devices,such as vacuum cleaners, radio sets, toasters, etc. These transformersmay or may not be installed depending on the uses to which theindividual cars are put.

Each car is provided with a battery B (assumed of 16 cells lead acidtype) which is arranged to be charged by a motor generator set MGconsisting of a 220 volt, 3 phase motor and D. C. generator with voltageregulator VR. Reverse current relay of a conventional type, indicated byR, is also provided. As the lamps are never connected to the batterywhile the motor generator set is running, it is possible to omit thelamp regulator ordinarily used with axle lighting equipments. The motoris adapted to be run on 220 volts, 3 phase current supplied either fromprimaries of transformers Tl, T-2 and T-3 or from the A. C. supply at220 volts which may be plugged in on each car as indicated by a 22D voltcoupler socket CS'.

Instead of using motor generator sets, rectifiers may be used forcharging the batteries if desired.

The air conditioning compressor on each of cars PC-l, PC-2 and PC-3 isprovided with a motor CM capable of operating from either 220 or 440volts. An electromagnetically operated commutating switch S2,automatically controlled, is provided to connect the compressor motor toeither the 440 volt, 3 phase bus line or the 220 volt, 3 phase couplersocket.

The 220 volt power supply is provided on each car by means of a couplersocket CS' as shown for the purpose of enabling any car whendisconnected from the train to be connected to a 220 volt, 3 phase, A.C. supply, this being a standard power supply generally available.

The control circuits on the power car are operated from the batterythrough two control switches S3, S4, one intended to control the powerin the car itself and the other, those connections which supply power tothe bus lines throughout the train. Control switches are showncontrolling the generator contactors and also the coupler plugcontactors. It is intended that either one or both generators can beoperated as desired depending on the load.

Overload relays OLRl-OLR, inclusive, are provided to function whenevereither generator or 440 volt coupler socket CS is overloaded.

Relays Xl and X2 operate in connection with the control system and arereferred to later in connection with the circuit operations.

The control circuits that control the power supply through the bus lineto the other cars PC-I, IPC-2, PC-3 are the same as on the other carsand will be described in association with other elements thereon.

Car PC-I may be taken as typical. It will be noted that a control switchS4 is provided to control all the circuits on that car which connect tothe bus lines or outside power supply, in such a manner that opening ofthis switch will disconnect the entire power supply system. When thecars are connected together and to the power car and the 440 volt 3phase bus in the power car is energized, the potential relays PR-l andPR--Z in the power car pick up and energize the operating coils of anelectro-pneumatically operated 3 phase contacter .AC-2 in the power carand also a corresponding coil of contacter AC--I on car PC-l. Theclosure of contacter AC-2 on the power car and contactor AC-l on carPC-I energizes the bus line on PC-i and causes potential relays PR-l andPR-2 on car PC-I to pick up and energize operating coils AC-2 on carPC-l and AC--I on ear PC-2, in turn closing their respective contactorsand energizing the bus on car PC-2.

It will thus be noted that each car will be energized successively. Whenthe power reaches the rear of car PC-3 or whatever car is the rear carof the train, the magnet valve of contacter AC-Z on that car will not beenergized on account of the circuits through the coupler socket beingopen. Therefore contacter AC-Z on rear car PC-3 or whatever car is therear car of train will remain open and the main power contacts in thecoupler will be dead.

The control circuits of contactor AC-l on car PC-l are also duplicatedin relation to contacter AC-2 on the power car, in order that no matterfrom which direction the power is coming, the

`functioning of the contactors will be the same.

The same duplication is provided on the other cars for this purpose.

Potential relays PR-I and PR-Z are duplicated to insure greaterreliability, but so far as ydouble coil relay whose other coil :is R2.

functioning is concerned either is ordinarily sufcient.

It will also be noted that interlocks are provided on contactor AC-3 toprevent energization of the 440 volt bus line While power supply isbeing received from 220 volt coupler socket.

The battery bus line contactors B I and B-2 are operated in a similarmanner to the power lbus line contactors AC-I and AC-Z except that theirinterlocking is simpler.

The control circuits on cars PC--Il PC-2, PC-3 are identical except forcertain features related to the load control system which will be laterdescribed.

Each compressor is controlled primarily by means of a thermostat markedTh which will close its contacts when it is desired to start thecompressor and open them to stop it. It will be noted that thisthermostat controls relay R-ll which relay is used to permit circuits tobe closed in connection with either the 440 volt or the 220 volt powersupply. When the 440 volt supply ls available and the 220 volt supply isdisconnected, the commutating switch in the compressor circuit which isassumed to be electro-pneumatica]- ly operated by magnet valves CS-440and (2S-220, will automatically throw to the 440 volt position in whichit is shown and permit control power to be fed to the interlocks thatcontrol the compressor contacter C-I.

On account of the characteristics of the 3 phase motors driving thecompressors, it is necessary to start the compressors one at a time toprevent overloading the generators. It is therefore necessary to providean arrangement for sequential starting and this is accomplished by meansof relays R-I, R-B and time delay relay AGI. The time delay relay AGImay be of any of the electro-magnetic or electro-thermal types of relayssuitable for introducing a time interval in electrical circuits, saiddevice having a switch controlled by the energization and deenergizationof a magnet and governed in such .manner as to effect switchingoperations between sets of contacts with a time delay period.

With the compressor shut down if the thermo- `stat contacts Th close,calling for the compressor to run, relay R4 is energized which closesthe circuit between train wires 6 and B. Closure of `this circuitenengizes relay XI in the .power car `(assuming that no overloads existon the generators) and this relay in turn energizes wire 5 in the powercar and 5-A on car PC-I. Wire 5-A being energized, energizes coil RI ofa Picking up of relay RI energizes coil of time delay relay AGI and alsothrough contact of time delay relay AGZ the coil of compressor contacterCI. Time delay relay AGI is arranged so that its contacts reverse fromthe position shown on the drawings, in approximately fifteen secondsafter the coil is energized.

The time interval between the energization of coil AGI and the changingof its contacts is sufcient to permit the compressor motor CM to startand the rpeak of the starting current to be passed.

As soon `as the contacts on AGI reverse, they close the circuit to thecoil of relay R3, and relay R3 closing, completes the circuit betweentrain wires 5A and 5B on car PC-l. Picking up of relay R3 also breaksthe circuit between train Wires 6 and 8, so that unless other cars arecalling for compressors to start, relay Xl will drop out. If other carsare calling for compressors to Y erator.

start, the operation of the relays and compressor contactors will be thesame on each succeeding car until the end of the train is reached whenthe circuit between train wires 6 and 8 will be broken as soon as relayR3 on car PC-3 picks up. The system will then return to the condition inwhich it is ready to start again.

It should -be noted, however, that on those cars where the compressor isrunning, time delay relay AGI will be retained picked up with the coilenergized and the contacts reversed from the `position shown on thedrawings, holding relay R3 closed so that no time delay will occur inpassing current through those cars to allow the compressors to start onsucceeding cars, when any lcar calls for its compressor to start by theclosingof relay R4.

-The time required `for AGI to pick up is also eliminated if thecompressor is not to be started on a car. In that case relay R4 will notbe picked up and its contacts between contacts RI and coil of R3 causerelay R3 to pick up immediately Without waiting for contacts of AGI toclose. This connection is not provided on car PC-2 on account of thedifferent circuits for relay R4 used thereon.

The foregoing describes the sequential starting of the compressors whenthe power supply at the:

g head end is ample to supply all compressors. In

case a generator should fail enroute, however, it is desirable to givethe cars some air conditioning, even though it may not be of maximumdegree, without overloading the remaining gen- It is also desired todistribute this air conditioning among the cars so as to prevent thecompressors running all the time on some of the cars and not at all onthe others. These results are accomplished by the provision of a loadlimit control system which operates as follows:

Whenever one of the generators is overloaded as indicated by the pickingup of one of the overload relays OLRI or OLR2 on the power car PC thisin turn de-energizes the circuits feeding the coils of relays XI and X2on the power car. This causes the cie-energization of train wires 4 and5. The de-energization of train Wire 5 prevents any further compressorsfrom starting since relay RI cannot pick up.

De-energization of train wire 4 causes load limit relays L to open onall three cars. (On car PC-Z this does not affect the compressorcircuits and hence may be disregarded here.) It` will be noted on carsPC-I and PC`3 that the operating coils of two additional time delayrelays AGZ, AG3 are connected in multiple with the coil of contactorC-I. AG2 is designed to open its contacts (shown closed) ten minutesafter its coil is energized. AG3 is designed to open its contacts (shownclosed) as soon as its coil is. energized and to close them again twominutes after its coil is nie-energized.

With the connections of the contacts of AG2, and L as shown on cars PC-Iand PC-3 the opening of contacts L will open the circuit to coil C-Iimmediately if C-I has been closed for ten.

minutes or more due to contacts AG2 being open. If C-I has not beenclosed for ten minutes it will remain closed until expiration of thistime due to contacts AG2 remaining closed until then.

Relay R4 is prevented from closing again until contacts AG3 close whichoccurs two minutes after the compressor is shut down.

The result of this arrangement is that when the load limit control isfunctioning as shown by the:

opening of relay contacts L, any individual compressor on cars such asPC--I and PCI- V3 is allowed to run only for ten minutes from the timeit started and then is compelled to stay shut down until at least twominutes have elapsed. This interval gives other compressors anopportunity to start and hence distribute the cooling among all the carsaffected.

In the case of a long train it might be desirable during the loadlimiting condition to give preferential treatment to carsI such asdiners and observation cars, and permit them to have full coolingirrespective of the other cars in the train. The circuits on car PC-Zhave been arranged to show such a preferential operation. This isobtained by contacts C-I, C-2 and R4 between train wires 1 and B. Whenrelay R4 on car PC-2 picks up it causes relay X2 to pick up on the powercar through this circuit and train wires I and B. Relay X2 picking updeenergizes train wire 4 and opens relays L on cars PC-I and PC-3.Opening of relays L opens the pick up circuit of relays R4 on any carson which the compressors have not started. This prevents any compressorsfrom starting on cars not equipped with preferential control and causesthe relays RI, R2 and AGI on such cars to drop out, which in turnpermits them to start picking up again to close RI on car PC-2.

Picking up of relay X2 and opening of relay L also causes compressors oncars PC-I and PC-3 to start cycling (ten minutes on, two minutes ol) asdescribed in connection with the load limit control operation. Thiscycling is necessary if the load is at or near the limit set by theoverload relays in order to be sure of getting the compressor on apreferential car started quickly after the thermostat on that car callsfor cooling.

The cycling is unnecessary when the load on the system is low, butcannot be avoided unless another relay is used. Relay L performs thedual functions of load limit control and of assisting in thepreferential control.

It will be noted that the compressor control circuits on car PC-2 do notinclude time delay relays AGE and AG3 so that once the compressor on oneof these preferential cars has started, it can continue to run so longas the thermostat keeps it running, while the other cars are forced tocycle (ten minutes on, two minutes olf) during a period of load limitcontrol in order to reduce the load on the generator.

All cars are equipped with interlocks L, MGS and C-I to preventoperation of the motor generator set on any car when the load limitcontrol is functioning and the compressor is running. This reduces theload on the power generator G by eliminating whatever power might berequired for battery charging. When the compressor is not running onthat car, the motor generator set is allowed to continue running once ithas been started regardless of the functioning of the load limitcontrol, this being done primarily to avoid an excessive number ofstarts and stops.

When operating from the 220 volt supply, connections through contactsAC-3 and C-Z are similarly arranged to shut down the motor generator setwhen the compressor is running.

The arrangement and uses of the lights shown will now be described.

Three amber colored pilot lights are provided on the side of the powercar, one near each coupler socket CS and CSI to indicate when the phaserotation is correct. In the car itself a group of lights marked Controlare provided with indications as follows:

G=green=220 volt power supply connected to car.

R=red=44 volt supply connected to bus line.

W=white=load limit control not in operation.

P=purple:A. C. transfer relay LRf-I picked up and lights operating on A.C.

In addition it is intended to provide in each vestibule three pilotlights PL which indicate how far along the car circuits 440 volt powerhas progressed A look at one of these indicators will tell immediatelyif the power supply is not being properly fed between cars.

On cars PC-I, PC-2, PC-3 an amber light will be provided on the side ofthe car adjacent to 220 volt coupler sockets CSI to indicate when thephase rotation is correct.

On each car PC-I, PCT-2, PC-3 are also lights marked LV intended to belocated at or near a low voltage control cabinet and have the followingindications:

G=greenzgenerator of motor generator set running and charging battery.

R=red=used in connection with steam heat control, not described herein.

W=white=air conditioning compressor running.

P=purple=lights being supplied from A. C.

power.

Two pilot lights marked HV are also intended for mounting at or near ahigh voltage cabinet in which:

GgreenIpower supply from 220 volt source. R=red:power supply from 440volt bus line.

The vestibule pilot lights PL employed on cars PC-I, PC-Z, PC-3 functionin the same manner described for those on the power car.

Fig. 6 shows more particularly and in detail the arrangement of thetight lock coupler contacts to carry the connections to line wires I to8, inclusive. The arrangement of the couplers and connections is suchthat in any arrangement or end to end position of cars proper engagementof contacts for flow of current through the wires I to 8, inclusive,will be effected to perform the various functions described.

It will be evident from the foregoing description that the inventionprovides a simple, reliable and efficient type of system for supplyingcurrent of varied and required voltages for the headlights of alocomotive and other lights of the locomotive and cars of a train, forcharging storage batteries, and for furnishing power to operate fans,air conditioning compressors and other power driven appliances andutility devices used as parts of equipment on locomotives and cars ofrailway passenger trains. 'I'he invention also provides means wherebyregulation and control of the current supply and operation of appliancesis effected, for automatically energizing supply lines which are to bethrown into action, while giving manual control over the same, andcutting out those parts which are to remain inactive, such as couplercontacts at the rear end of the train during service operation of activeparts. 'Ihe invention further effectually takes care of overloads,provides for desired sequential and preferential operation of parts tomeet service conditions, simplifies, generally improves and increasesthe efficiency of systems of this character and gives adequateprotection against possibility of failure from derangement of parts orother causes.

While the structure shown for purposes of exemplication is preferred, itwill, of course, be understood that changes in the form, construction,arrangement and proportion of parts may be made, within the scope of theappended claims, without departing from the spirit of the invention.

What I claim is:

1. In a system for supplying electric current to the bus lines of aplurality of sections of a trainline conductor arranged on diierent carsof a train, unitary duplex coupler members at the ends of the conductorsections to electrically couple the same together, a source of currentsupply, means for connecting the same with one of the conductor sectionsfor energizing said conductor section, the unitary coupler member ateach end of each conductor section having duplicate sets of contactsoperatively connected for properly coupling the same with the couplermember of another conductor section in any relative end to endrelationship of the said conductor sections, and switch devices renderedactive upon the coupling of the complex sections and when said conductorsection is energized to successively energize the other conductorsections.

2. In a system for supplying electric current to the bus lines of aplurality of sections of a train-line conductor arranged on differentcars 01' a train, a source of current supply, means for connecting thesame with one of the conductor sections for energizing said section,automatic coupling means including complementary switch members forconnecting the conductor sections when brought together in end to endrelationship with each other to establish a circuit, and input andoutput energizing switch devices at the terminals of conductor sectionssuccessively rendered active upon the coupling of the coupler sectionsand when the rst-named conductor section is energized to successivelyenergize each following conductor section in timed order afterenergization of a preceding conductor section.

3. In a system for supplying electric current to the bus lines of aplurality of train-line conductor sections, each conductor sectionincluding power supply conductors and a power circuit supplied thereby,a source of current supply, means for connecting the same with thesupply conductors f one of the conductor sections for energizing saidsection, complementary switch members for coupling the supply conductorsof the conductor sections to establish a train-line circuit, energizingswitches connected in the conductor sections for connecting powercircuits with the supply conductors, devices rendered active upon thecoupling of the conductor sections and when the first-named conductorsection is energized for controlling the energizing switches in regularorder for successively energizing the other conductor sections, motorsin the conductor sections, and control means in the conductor sectionsincluding time delay relays for sequentially starting the motors in theenergized conductor sections.

4. In a system for supplying electric current to the bus lines of aplurality of train-line conductor sections, each including power supplyconductors and a power circuit supplied thereby, current generatingmeans in the system, means in one of the sections for connecting thesame power supply conductors thereof with the current generating meansor to an outside current source, complementary switch members forcoupling the power supply conductors of the conductor sections toestablish a train-line circuit, energizing switches in the powercircuits of the conductor sections for connecting the same with theirsupply conductors, devices rendered active upon the coupling of thecoupler sections when the firstnamed conductor section is energized byits energizing switch for controlling the energizing switches of theother conductor sections to energize said other conductor sections,motors in the conductor sections, and control means in the conductorsections including time delay relays for sequentially starting themotors in the energized conductor sections.

5. In a system for supplying electric current to a plurality oftrain-line conductor sections including a power section and servicesections, a source of current in the power section, a switch forconnecting the power section with the source of current to energize saidsection, complementary switch members for coupling the conductorsections to establish a train-line circuit, a time delay outputenergizing switch in the power section, time delay input and outputenergizing switches connected in the respective service conductorsections, and a potential relay in each conductor section for operatingthe output energizing switch in its conductor section and the inputenergizing switch in the succeeding conductor section whereby when thesections are coupled and the power section is energized the servicesections will be automatically energized in successive order.

6. In a system for supplying electric current to a plurality oftrain-line conductor sections, each including a power section andservice sections, a source of current in the power section, a switch forconnecting the power circuit with the source of current to energize saidsection, complementary switch members in the conductor sections forcoupling the conductor sections to establish a train line circuit, saidswitch members being normally electrically disconnected from theirsections and each adapted to be electrically connected to its sectionwhen coupled to another switch member, a time delay output energizingswitch in the power section, time delay input and output energizingswitches in the respective service conductor sections, and a potentialrelay in each conductor section for operating the output energizingswitch in its conductor section and the input energizing switch in thesucceeding conductor section, whereby when the sections are coupled andthe power section is energized the service sections will beautomatically energized in successive order.

'7. In a system for supplying electric current to the bus lines of aplurality of sections of a trainline conductor, couplers includingcomplementary switch members having sets of contacts for connectingadjacent ends of the train-line conductor sections to be coupled toestablish a circuit, and control means for controlling the ow of currentthrough said conductor sections and to switch members of the couplers,said control means including means operating in a coupling action toaotuate the switches of coupled switch members without actuating theswitch of a coupler unconnected with another coupler.

8. In a system for supplying electric current to the bus lines of aplurality of sections of a trainline conductor, a source of current,couplers including complementary switch members having coacting sets ofcontacts operatively connected for connecting adjacent ends of thetrain-line conductor sections in any end to end relative arrangement ofconductor sections to be coupled to establish a circuit connectionbetween coupled conductor sections, switch device operated when theconductor sections are connected for successively connecting theconductor sections with the current source, and control means forcontrolling the flow of current to the switch members of the couplers,said control means including means operating in a coupling action toactuate the switches of coupled switch members without actuating theswitch of a coupler unconnected with another coupler.

9. In a system for supplying electric current to the bus lines of aplurality of train-line conductor sections, coupling means at the endsof the conductor sections comprising complementary switch membersprovided with coasting sets of contacts operatively connected andarranged in duplicate on opposite sides of a common center line forconnecting the conductor sections to establish a train-line circuit inany end to end relative arrangement of the conductor sections, switchesconnected in the conductor sections and controlling the ow of currentfrom one to the other and to the switch members of the couplers, andmeans operating in a coupling action to actuate the switches of coupledswitch members without actuating the switch oi a coupler unconnected toanother coupler.

10. In a system for supplying electric current to a plurality oftrain-line conductor sections, a source of current supply, complementaryswitch members for connecting the conductor sections to establish atrain line circuit, electro-magnetic energizing switches connected inthe conductor sections for connecting the same with the source ofcurrent supply, motors in the conductor scctions, switches in theconductor sections for controlling the supply of current to each motorand time delay relays in said sections cooperatively acting when thesections are coupled to successively and in timed order operate saidswitches controlling the supply of current to the motors in such mannerthat the operation of the preceding current supply switch will initiatean action for energization of a succeeding current supply switch forsequentially starting the motors in the respective conductor sections.

ll. In a system for supplying electric current to a plurality oftrain-line conductor sections, and in combination with coupling meansfor electrically connecting the conductor sections to establish a trainline circuit, a current generator, transformers for transforming theVoltage delivered by the generator into a plurality of other relativelydifferent voltages, electro-magnetic switches connected in the conductorsections for coupling the same to the voltage sources, and relaysoperating when the conductor sections are electrically coupled foractuating said electromagnets to connect the conductor sections with therespective voltage sources.

12. In a system for supplying electric current to the bus lines of aplurality of train-line conductor sections, complementary switch membersfor connecting the conductor sections, sources of supply of relativelyhigh and low voltages, transformers connected to said sources forrespectively changing the higher voltage to a lower voltage and changingthe lower voltage to a higher voltage, and means for applying saidvoltages to the conductor sections.

13. In a system for supplying current to a train-line conductorcomprising a plurality of sections, one having a source of currentsupply, coupling means for connecting the train-line conductor sectionsto establish a circuit, motors arranged in said conductor sections,automatic control means for sequentially starting the motors in theconductor sections, and means for permitting selected motors whenstarted to cycle for timed periods while other motors are fullyoperating.

14. In a system for supplying current. to a train-line conductorcomprising a plurality of sections, coupling means for connecting thetrain-line conductor sections to establish a circuit, a generator forsupplying current to the conductor sections, motors arranged in theconductor sections, means for controlling the ow of current through theconductor sections to operate the motors, thermally responsive means forcontrolling the supply of current to the motors and automatic means forcontrolling the current flow to energized motors so as to allow startingof motors in a certain section or sections before the starting of motorsin one or more other sections and to cause the latter when started tocycle for timed periods on an overload on the generator.

l5, In a system for supplying -current to a plurality of train-lineconductor sections comprising a power section and service sections,coupling members for connecting the conductor sections to establish atrain-line circuit, a generator in the power section for supplyingcurrent to the conductor sections, motors in the service sections, andcontrol means in the power section and devices governed thereby in theservice sections operating on an overload on the generator forregulating the time period of supply of current to the respective motorsin the respective service sections.

16. In a system for supplying current to a plurality of train-lineconductor sections comprising a power section and service sections,coupling members for connecting the conductor sections to establish atrain-line circuit, a generator in the power section for supplyingcurrent to the conductor sections, motors in the service sections, meansoperating when the conductor sections are coupled for sequentiallystarting the motors, and control means in the power section and devicesgoverned thereby in the service sections operating on an overload on thegenerator for regulating the time period of supply of current to therespective motors in the respective service sections.

1'7. In a system for supplying electric current to the bus lines of aplurality of train-line conductor sections, a source of current supply,complementary switch members for connecting the conductor sections toestablish a train line circuit, motors in the conductor sections,electromagnetic energizing switches connected in the conductor sectionsfor connecting the same with the source of current supply, relays insaid sections cooperatively acting and rendered active upon the couplingof the conductor sections to successively and in timed order operatesaid switches in such manner that the operation of a precedingenergizing switch will initiate an action for energization of asucceeding energizing switch to sequentially energize the conductorsections, and control means in the conductor sections including timedelay relays for sequentially starting the motors in the energizedconductor sections.

18, In a system for supplying electric current to a plurality oftrain-line conductor sections, and in combination with coupling meansfor electrically connecting the conductor sections to establish a trainline circuit, motors in the conductor sections, a current generator,transformers for transforming the voltage delivered by the generatorinto a plurality of other relatively different voltages, electromagneticswitches connected in the conductor sections for coupling the same tothe voltage sources, relays operating when the conductor sections areelectrically coupled for actuating said electromagnets to connect theconductor sections with the respective voltage sources, and controlmeans for sequentially starting the motors in the energized conductorsections.

19. In a system for supplying electric current to the bus lines of aplurality of train-line conductor sections, complementary switch membersfor connecting the conductor sections, motors in the conductor sections,sources of supply of relatively high and low voltages, transformersconnected to said sources for respectively changing the higher voltageto a lower voltage and changing the lower voltage to a higher voltage,relays operating when the conductor sections are electrically coupled toconnect the conductor sections with the respective voltage sources,means for applying said voltages to the conductor sections, and meansfor sequentially starting the motors in the conductor sections.

20. In a system for supplying current to a trainline conductorcomprising a plurality of sections, one having a source of currentsupply, coupling means for connecting the train-line conductor sectionsto establish a circuit, motors arranged in said conductor sections,thermally responsive means controlling the supply of current to themotors, control means for sequentially starting the motors in theconductor sections, and means for permitting selected motors whenstarted to cycle for timed periods while other motors are fullyoperating.

21. In a system for supplying current to a train-line conductorcomprising a plurality of sections, couplng means for connecting thetrainline conductor sections to establish a circuit, motors arranged inthe conductor sections, thermally responsive means for controlling theflow of current to the motors, and automatic means for selectivelycontrolling the current flow to operate selected motors in a certainsection or sections to the exclusion of motors in one or more othersections.

22. In a system for supplying current to a plurality of train-lineconductor sections, coupling members for connecting the conductorsections to establish a train-line circuit, a generator for supplyingcurrent to the conductor sections, motors in the conductor sections,thermally responsive means controlling the supply of current to themotors, and control means operating on an overload on the generator forlimiting the time period of supply of current to each motor.

23. In a system for supplying current to a plurality of train-lineconductor sections, coupling members for connecting the conductorsections to establish a train-line circuit, a generator for supplyingcurrent to the conductor sections, motors in the conductor sections,means operating when the conductor sections are coupled for sequentiallystarting the motors, thermally responsive means controlling the supplyof current to the motors, and control means operating on an overload onthe generator for limiting the time period of supply of current to eachmotor.

WILLIAM S. H. HAMILTON.

CERHFICATE oF common 0N. Reis sue No. 22,168. september 1, 19112.

wILLIAM s. H. HAMILTON.

It 1s hereby certified that error appears n the printed specificationofthe above numbered patent requiring correct on as ollows: Page 5,first column, line 26, claim l, for complex read --coup1er; and that thesaid Letters Patent should be read with this correction therein that thesame may conform to the record of the case in the Patent Office.

Signed and sealed this Z'Yth day of October, A. D. lg12.

Henry Van Arsdale,

(Seal) Acting Commissioner of Patents.

